Method for optimizing energy in the manner in which a vehicle or train is driven using kinetic energy

1. Field of the Invention

The invention relates to a method for power optimization of the travel mode in a vehicle/train according to the preamble of claim 1 .

2. Description of the Related Art

When schedules for rail traffic are drawn up, time reserves for unforeseen events and adverse operating conditions are included in the plans. Since during real journeys the operating conditions are typically. more favorable than assumed in the plan, the time reserves which arise become available for other purposes. A particularly practical use of the time reserves is the saving of power by means of a suitable travel mode of the vehicle/train.

In this connection, DE 30 26 652 A1, DD 255 132 A1 and EP 0 467 377 B1 disclose methods relating to how a vehicle is moved in a power-optimal manner between two stops. In the case of long routes, a subdivision into a number of sections is proposed, an optimum partial solution being determined in each section, and the overall solution resulting from the combination of the partial solutions.

DE 30 26 652 A1 and EP 0 467 377 B1 concern a system structure in which methods for power minimization can be realized, account being taken of an overall route between two stops (stop stations).

The previously known methods are based on a vehicle model which contains the speed of the vehicle as a significant variable. Models for describing the speed change over the distance are, however, disadvantageously very nonlinear. The use of an iterative numerical algorithm to solve the implicit nonlinear equations is critical, in particular in real-time application. No explicit analytical solution is known.

The invention is based on the object of specifying an improved method for power optimization of the travel mode in a vehicle/train having an overall route subdivided into a number of sections.

This object is achieved, in conjunction with the preamble, by the features specified in claim 1 .

The advantages which can be achieved by the invention consist in particular in the fact that by using the equation of motion for the kinetic energy of the vehicle in the vehicle model, the optimization calculation is simplified. The use of an explicit analytical solution of the equation of motion for the kinetic energy of the vehicle permits prior determination of the necessary computing effect, which is important in particular for the use under real-time conditions.

Advantageous refinements of the invention are identified in the subclaims.

Further advantages of the proposed method emerge from the following description.

The invention will be explained in more detail below.

The nub of the invention is to be seen in the fact that in order to calculate the optimum travel mode in the vehicle model or differential equation model, instead of the speed of the vehicle, the equation of motion for the kinetic energy of the vehicle is considered, that is to say the kinetic energy E kin of the vehicle and time t are used as state variables. By this means, the analytical solution of the equation of motion is possible, whereby the optimization method is simplified considerably.

The changes in the state variables with respect to the distance s are considered. The differential equation model has the form:  e kin  s = A - B  e kin - C · e kin , e kin  ( 0 ) = e 0 ,

  t  s = D  1 e kin , t  ( 0 ) = t 0 , with     D = 2 2 .

The term A includes the tractive force (acceleration and braking) applied by the drive system, the route resistance and constant components of the travel resistance. The terms B and C describe speed-dependent parts of the travel resistance, in particular C describes the air resistance and B the running-gear coefficient for interfering movements. The variable e kin describes the specific kinetic energy of the vehicle/train normalized to the vehicle mass m (train mass): e kin = 1 m · ρ  E kin = 1 2  v 2 ,

where ρ is an additional factor for rotating masses and v is the speed of the vehicle.

For the optimization, the route considered is broken down into a plurality of steps, so that in each step the maximum speed and terms A and C can be assumed to be constant. The term B is also included in an approximate manner in the terms C and A, so that B=0. For each step, the following analytical solution of the differential equations indicated is then used to calculate the change in the kinetic energy and the time used Δt: e kin  ( s ) = A C + ( e kin  ( 0 ) - A C ) · exp  ( - C · s ) ,

 t  ( s ) = t  ( 0 ) + Δ     t  ( s ) ,

where for A>0 and C|A·e kin (0)=1 (constant speed), it is true that: Δ     t  ( s ) = D · s e kin  ( 0 ) ,

for A>0 and C|A·e kin (0)≠1, it is true that: Δ     t  ( s ) = 2  D A · C  ar     tanh  ( x - y 1 - x · y ) ,

 x = 1 + ( C A  e kin  ( 0 ) - 1 )  exp  ( - C · s ) ,     y = C A  e kin  ( 0 ) ,

for - C · e kin  ( 0 ) [ exp  ( C · s ) - 1 ] < A < 0

it is true that: Δ     t  ( s ) = 2  D - A · C  arctan  ( x - y 1 + x · y ) ,

 x = - ( 1 + ( C A  e kin  ( 0 ) - 1 )  exp  ( - C · s ) ) ,     y = - C A  e kin  ( 0 ) ,

for A=0, it is true that: Δ     t  ( s ) = 2  D C  e kin  ( 0 )  [ exp  ( C 2  s ) - 1 ]

The optimization problem is accordingly formulated as a multi-step problem and solved with a suitable optimization algorithm. Suitable optimization algorithms are, for example, “dynamic programming” by Bellman, or a transfer into and solution as a nonlinear optimization problem. The algorithms are known, for example, from Papageorgiou: Optimization, Chapter 10, 19 and in particular 20, Oldenbourg Verlag, 1996.

List of Designations

A Tractive force (acceleration and braking) applied by the drive system, route resistance and constant components of the travel resistance

B Speed-dependent part of the travel resistance (running-gear coefficient for interfering movements)

C Speed-dependent part of the travel resistance (air resistance)

D 2/2

E kin kinetic energy of the vehicle/train

e kin specific kinetic energy of the vehicle/train normalized to the vehicle mass

e 0 initial value of e kin

m Vehicle mass

s Distance

t Time

t 0 Initial value of the time t

Δt Time used

v Speed of the vehicle/train

ρ Additional factor for rotating masses